Fuel and water system



pril 10, 1951 s. s. Fox

FUEL AND WATER SYSTEM kuk Ss 2 Sheets-Sheet l Filed` May 7, 1947 Mmm BSM..

MEUR L Qllbm.. @Nk SS pril 10, 1951 s. s. Fox

FUEL AND WATER SYSTEM 2 Sheets-Sheet 2 Filed May 7, 1947 k univa; E

Patented Apr. 10, 1951 FUEL AND WATER SYSTEM Samuel S. Fox, West Hartf United Aircraft ord, Conn., assignor to Corporation, East Hartford,

Conn., a corporation of Delaware Application May 7, 1947, Serial No. 746,611

13 Claims.

This invention relates to a method and apparatus for charging an engine combustion chamber, and particularly the combustion chamber or chambers of an aircraft engine, with fuel,

l by the cylinder .2S and the crankshaft 30. The engine cylinders are supplied with combustion air through a main induction passage 4) and a main stage supercharger `5&3. Intake, or combustion.

air and a charge ingredient, such as water. 5 air flows from the supercharger collector ring 55 An object of the invention is to provide im to the respective engine cylinders through indiprovements in systems for supplying Supervidual induction pipes 'le and intake valves 22. charged internal combustion engines withacom- In order to simplify the drawing, superoharger bustion modifying ingredient. drive shaft 54 is shown as connected directly to Another object is to provide an improved fuel the engine crankshaft; however, in practice the and ingredient supply system for an engine in supercharger impeller 52 would ordinarily be which the fuel is injected directly into an engine driven, either at aV Xed .speed or at a variable combustion chamber and in which the ingredient speed relative to engine speed, through a speed is introduced into the combustion air before it increasing gear train located between the superenters the combustion chamber. charger drive shaft .and the engine crankshaft. Another object is to provide an improved antik Such supercharger drives vare well-known in the detonant injection system in which the admis art (see for instance ,Hobbs et al. Patent 2,400,307, sion and the new of anti-cletonant fluid to an issued May 14, 1946 and Hobbs ,Patent 2,323,601, engine are controlled in accordance with varia1 issued July 6, 1943). tions in a fluid pressure difference which is in- The supercharger may 4also be driven in other dicative of the tendency of the engine Vcharge to ways, for instance by a .turbine or a separate detonate. engine rather than by the .crankshaft 30.

Another Object is to provide a Water injection The now of intake .air to the engine is oon- SYS'GSID OI a Slglhad lgn in Wh'h the trolled in the conventional Way by manually or Water OW `iS C-Sn-tlled by -h "pSSUlG Tis@ automatically actuated throttle valves 4.2 on the across the supercharger. upstream side of the supercharger. Fuel flow to further ObJ'SC iS l0 DIOVC@ @Define fuel and the engine is controlled, in predetermined ratio Wa'b Simply SfSeis in Whh USl, the iOW 0f to the mass rate of flow of lintake air, by a fuel which is controlled in accordance with variations valve mi, in the mass rate of airflow to the engine, is in- The fuel System is .basically the same as that, lasted directly into an engine combustion cham disclosed in eeardsieyoppnootioo serial No. 302,- ber, and in which water, the OW `0f Which iS '749, nled November 3, 1939. It comprises a fuel controlled in accordance with the amount of Svppgy pump Hg, a fuel injection pum-p f2s, o, compression ofthe engine intake air, iS iDJ'eCted fuel metering unit lilo and a fuel control body into the intake air before it enters the coin- 01- jet Sec-10D .559, The fuel is diyecuy injected buStiOn Chamber. into the engine through fuel injection nozzles (Ji/hel Objects and advantages Will 'be apparent '630 located in the tops of the respective cylinder from the specification and claims, and from lthe headsaccompanying' drawing which illustrates what is Fuel metering ,mit Yggg and fuel anni-,rol body new considered i0 be a preferred embodiment 0f 4o aso or@ like those disclosed in Palm-or application UUS JVEYI'UOD- Serial No. 529,104, filed April l, 1944. As is ex- In the drawings, Fia l a Schema@ View plowed in detail in the Palmer application, these SDC/Wing a radial, 'air Cooled Supercharged an" two units cooperate to maintain the fuel difiercraft engine having wel and Water Supply @ouai across the jets in the fuel Conn-o1 body Systems COITlStluCSd in @CC0-mance with the 45 lit, between the uninetered fuel line -li and teaching 0f this 'fl/'ntonthe metered fuel line M8, equal to 'the air meter- Fg- 2 S a' longitud-mal Seonal View on an ing differential between the throat passage it? enlarged scale of the water regulator shown diand Scoop passage |54, This ai? motoring griffen aglanmataly in Fglential is established as a function Aof the mass Fig' 3 is a graph mustfatife of me mode of 5o rate of new of intake Vair by venturis 124, ram @eration 0f the Wate VEW yegua-503 tubes @El and altitude compensator or density capsule fil. Because the fuel metering head Generada-NW10 across the fuel `control body |50 is maintained A radial air cooled aircraft engine it of any equal to the air metering head, the engine fuel conventional form is .partially illustrated in Fig., to air ratio is determined by the flow capacity of the jets in the fuel control body |55 and may be varied simply by controlling the flow through one or more of the jets. Thus, the rate of fuel flow is regulated, in predetermined relation to intake mass airflow solely by the metering unit |40 and the fuel control body |55. Supply pump HG serves merely to deliver fuel at a substantially constant pressure to the inlet of the metering unit |45, while injection pump |25 serves only to raise the pressure of the fuel to a value suitable for direct injection into the engine cylinders.

A pump control |22 is provided for automatically regulating the capacity or delivery of the pump so that it is maintained equal to the fuel now rate established by the metering and jet units. This control comprises an expansible chamber or bellows |22 responsive to the fluid pressure in the metered fuel line |48 and acting against a resilient element or spring |24 in such manner as to increase pump output by moving the pump capacity adjusting lever |28 to the right when the metered fuel pressure in line |48 increases, and to move lever |26 to the left in a direction to decrease the pump capacity when the pressure in line |48 decreases. The output or delivery of the pump is thus controlled in predetermined relation to intake mass air now and does not vary with engine speed even though the pump may be engine driven, for instance by shaft 32 and bevel gears 34, 3-6.

Water (or other combustion modifying ingredient) is supplied to the engine from a tank 255 by a water supply pump 2li] driven by an electric motor 2|2 controlled by switch 2|3. rlhe water ows from the pump 2| through a water feed line 2I4 through the water regulator 220 (at a rate of flow determined thereby) and then through a water discharge line 256 t the discharge nozzle 58 and into the water spinner 55, by which it is sprayed into the air flowing through the impeller 52.

The rate of flow of water is controlled by regulator 225 in accordance with Variations in pressure rise across the supercharger 50 between blower throat pressure line 222 and blower rim pressure line 284. Assuming electric motor 2|2 and pump 2 i] are operating, regulator 225 may be turned on or on. by the water inlet solenoid control valve 280. In the off position of valve 285, water is prevented from flowing to the engine under any conditions; in the on position of this valve, water may flow to the spinner 56 and be discharged thereby into the intake air whenever the pressure difference between blower throat line 222 and blower rim line 284 exceeds a predetermined Value. Further, the rate of flow of water is determined by the value or amount of this blower pressure rise.

Whenever water is flowing to the engine the derichment valve |55 is held closed by water pressure in transfer line 292, with consequent reduction in the engine fuel-air ratio. lf the engine is equipped With a manifold pressure or boost control (illustrated diagrammatically at 385) Such control is also reset whenever water is flowing to the engine, by water pressure in transfer line 294, so as to increase the maximum boost or intake pressure at which the engine may be operated. As the boost control 35i] is a knowndevice, which is fully disclosed in Palmer application Serial No. 529,154 it has not been described in detail herein.

Details of the fuel system Air flowing to the engine creates a pressure differential between the impact or scoop tubes 46 and the throat passages 48 of the boost venturis 44. The pressure differential so produced is a function of the rate of flow by volume of engine intake air. In order to meter the fuel flow in accordance with the mass rate of intake airflow, rather than volume airflow, the automatic altitude or density compensator 48 is provided. This compensator operates in a known manner (for instance see Mock Patent No. 2,390,658) to maintain a pressure difference between the throat passage |42 and the scoop passage |44 which will be a function, or a measure, of the mass rate of flow of intake air.

rIhe compensated air metering differential so maintained between passages |42 and |44 is applied across an actuating diaphragm |45 for the Valve |4|, in a sense tending to open the valve. But valve |4| is urged in a closing direction by an actuating diaphragm |45, subjected on one side to unmetered fuel pressure in line |45 and on the other side, by conduit |47, to metered fuel pressure in line |48. Consequently the valve |4| operates to regulate the rate of flow of fuel in such manner that the fuel metering drop between the unmetered pressure line |45and the metered pressure line |43 is maintained substantally equal to the compensated air metering differential between passages |42 and |44. The fuel-air ratio may, therefore, be controlled simply by opening, closing, or varying the fiow restriction of the jets in the fuel control body |50.

The normal, or basic fuel-air rato is established by the continuously open main jet I5|. Higher fuel-air ratios may be provided by manually opening valve to permit flow through the auto-rich jet |52. Under high engine power conditions the fuel-air ratio is automatically increased so as to prevent detonation and over heating by economizer valve |54, which is actuated by a spring loaded diaphragm subjected to unmetered fuel pressure by a transfer line |49 and to metered fuel pressure by a transfer passage |59. The total amount of enrichment, or increase in fuel-air ratio, that may be provided by jet |52 and valve |54 is limited by the combined flow capacity of two jets ll, |62; the now of fuel through one of these jets, |62, is controlled by a derichment valve |55, thereby providing means for varying the maximum fuelair ratio that may be established by operaton of the fuel control body. During idling conditions only, the ow of fuel may be controlled by an idle Valve |53, mechanically linked to the throttle valves.

As evident from the above, the fuel metering unit acts to regulate fuel flow from the supply pump I l5 into the unmetered fuel line |48 solely in accordance with the mass rate of flow of combustion air, while the fuel control body establishes the fuel-air rati-o solely in accordance with the setting of the auto-rich valve |55, economizer valve |54 and derichment valve |56. The rate of fuel flow through the metered fuel line |43 is, therefore, independent of the speed of pump |20. Consequently, if the pump at any given time happens to be delivering less fuel to the engine through the nozzle |35 than is supplied to the pump through metered fuel line |48, then the pressure in the metered fuel line |43 will increase. But this increase in pressure in line |48 causes the bellows |22 to expand against 5 .the force-offspring 424, moving lever |26 :to the .right :in la .direction to increase pump capacity.

.This actoncontinues until .the rate of `flow of .the rate of vflow of fuel delivered to the injection pump 4through the .meteredfuel line |133. .The .delivery or capacity of pump .|219 .is "thus automatically :adjusted to the rate of flow of metered `fuel; it performs .no .metering ,function (except to divide `vthe Afuel @among the various injection nozzles Awhere .more than one 4such .nozzle is served .by .the pump) but acts .only Yto increase the fuel pressure to a value :suitable .for direct Acylinder injection.

Details ofthe water system Water vis supplied to `the engine from a tank 200 by pump 2 Ill driven .by an electric motor 2 |.2 controlled by a switch u2|3. The water flow is contrlledboth .as toits time ofadmission and rate of 'owby the water regulator V222. It is introduced into the intalreairstream at the entrance to the supercharger 72|) by means of .a spinner '56 which rotates with Vthe impeller 52 and throws the water .ina fine uniformly distributed spray into the air flowing through the vaned impeller passages |144. A discharge valve 5B,`which may be the same as that shown in the application of Robert C. Palmer, Serial No. 529,104, iled April l, '1944, controls the discharge pressure .of the water flowing from the metered lwater line 245.6 into the spinner '52,

As shown 'in the detailed view of liig. 2, the flow of water through the regulator 225 vis oont-rolled by a balanced unmetered water pressure control valve 282, an automatic check and Vadmission valve 224 and apair oi water metering orices 226 and 228, the last-of which orifices is in series with a variable orifice or water enrichment valve 230.

The unmetered Water pressure control valve 232 is actuated by three fluid pressure'responsive diaphragms 232, 234 and 235 which cooperate with the housing of the regulator 22E! to form three chambers 238, 24B and 222. The lower chamber 238 is subjected at all times to blower 'throat pressure bythe conduit 222 which connects Vthe chamber with the induction Vpassage @il at a point located downstream of the throttles T42 and immediately upstream of the impeller 52 near `the point at which water is sprayed into j):

Athe airstreamlby the spinner '56. vChamber '25@ is lsubjected vat all times 'Ito blower rim pressure, or the pressure on the outlet side of the blower S50. This chamber is connected by the conduit 284 to the collector ring 62 and is therefore,` in

the embodiment of 'the invention shown in the drawing, subjected to engine Acylinder intake manifold pressure. pressure, relative to blower throat pressure in conduit 222. depends mainlyupon the speed 'of rotation ofirrypeiler B2.

The pressure rin the :upper chamber 222 `on 'the upper side .of diaphragm 123s is determined .by the position of .the three-'way solenoid operated valve 23E. This A,valve is actuated by controlling .the flow of current through Isolenoid 248 with switch285 so fthat the `.val-ve assumes 'onefoftwo Y positions. In the `.position shown in Fig. :2 the valve is biasedtto the left by spring 2149 sorthat it closes 'the vport 25E) between the passage -252 which communicates with chambervZdZ fand the passage 254 rwhich is lconnected to the vmetered water-pressure line 4255 on vthe Vdownstream side of the jets A2215, 228 Vby `a branch `passage `258. 'When valve 236 ismovedto its other (or righthand) yposition V(by closing switch 2:25 to ener- -gize solenoid 242) it closes the port i223 which connects passage :252 with theconduit 262 leading to the blower throat 'line 222. When the valve 286 closes the left-hand portlet.) the .righthand port 26B is open and lvice versa. Thus the pressure inthe upper diaphragm chamber 2&2 maybe-either blower throat `pressure or metered -Water pressure depending upon the position of valveZS.

The lower side of diaphragm 232 -isfsubjected to the pressure in the unmetere'd Vwater pres- 'sure chamber 244 which pressure fis regulatedlby .the opera-tion of the -valve Y282.

Water ilow from vthe chamberfZllll to .thefmetening jetentrance chamber 245 is 'governed by the automatic check and admission valve 224 which is vactuated by a fluid pressure responsive diai pliragm'225 and a spring v221 the tension of which may be adjusted by a screw 229. -When the valve 2'24 is closedthe `force tending'toopen it isdetermined lby the uid pressure vin chambers 244 and #225, while the force tending to hold it closed is determined by the `force of spring 22'! and the iiuid pressure exertedzon the lower face -of -lthe diaphragm bythe-fluid in chamber 247, which'is connected by passages Zeeland 258 to the metered water pressure in line 255. rrEhe construction is such that the force tending to hold the Valve open increasesimmediately upon opening of the valve because -of the resultant increase 'in the pressure in chamber 225, thereby tending to -pre- Vent hunting or fluttering of the valve.

Because the main water metering jet 226 is oontinuously open, lwater immediately begins to flow to the engine through jet '222 `when'the pressure in'chamber 221i Vincreases to a value sufficient Yto open valve 221| against the force of spring 227 and the pressure exerted vby the uid in chamber 241. However, water does .not flow through the jet yi228 until .the enrichment .valve23s opens, and lthis valve 'is normally held `closed by a biasing spring 232. Chamber 229. on the lower side of diaphragm 23| is, like the chamber 247, subjected to-metered water pressure by the .passage 252 whereas the pressure on the upper side of the diaphragm will be that of the iluid in the chamber 2135 which, when valve .22s .is open, vis vequal to unmetered water pressure. When .the pressure differential between the chambers 249 and 245 becomes sufi ciently high, or reaches a predetermined zvalue,

then valve 239 is moved downwardly (opened) against the force of spring 232 to allow water to flow through the enrichment jet 228 as Well as through the main jetv 225. The valve 230 is preferably contoured and the rate of spring 232 so selected that this enrichment process is a gradual rather than 'a sudden one. An adjustment screw 233 is provided for changing'the tension of spring 232 so as to facilitate selection of the pressure diiferential vat which valve 23.2 begins to open.

It is desirable to alter the fuel-air ratio of the engine, or decrease 'the fuel mixture strength, when water is introduced into the fuel-air mixture. 'Where thefengine is equipped with aboost is o r manifold pressure regulator, lit is also desirable to resetl this regulator to provide higher maximum boost pressures when water is introduced. To accomplish these results, the derichment and boost regulator control valve 216 is provided. This valve is normally held in its lower closed position by the force of spring 212 and in this position of the valve 210 the pressure in the transfer lines 292, 294 is maintained equal to the pressure in chamber 245 by the passage 214, flow restriction 216, and passage 218. Under such conditions the derichment valve |56 will be held in its open position by the spring |51 as shown in Fig. 1 and the boost control 360 will be in the condition in which the manifold or boost pressure is limited to a lower maximum.

The control valve 210 is also actuated by a fluid pressure responsive diaphragm 213 which is subjected on its lower side to the pressure in chamber 245 by way of passage 218 and on its upper side to metered water pressure in chamber 249 by Way of passage 280. When the pressure differential across the diaphragm 213 increases to a predetermined value (which may be selected by proper selection of spring 212) the valve 210 is lifted to its open position against the force of spring 212. When the valve is so opened water may flow from the inlet water chamber 243 through the passage 245 and into the transfer lines 292, 294 leading to the derichment valve |56 and the boost control 300 respectively. Of course some water continues to oW through the restriction '216 but this orice is made sufficiently small that such water flow is negligible. Consequently, the pressure in the lines 292 and 294 increases substantially to the inlet water pressure in chamber 243 when the control valve 210 is opened.

A filter or screen 2|5 is preferably provided to prevent the entry of foreign matter into the regulator 220. Branch line 2 8 may be connected with a chamber 243 and to a water pressure gauge (not shown) for the purpose of indicating the inlet pressure to the regulator. A bleed lrestriction 2 5 and a vent passage 2l1 are provided to return air or vapour from the top of the unmetered water pressure chamber 244 to the water tank 200.

Operation Whenever the engine operates, fuel is injected directly into the engine cylinders through the fuel nozzles |30 by the injection pump |20 in timed relation to the rotation of crankshaft 30. The time of such injection is determined in a known manner by the fact that the engine pump is driven from the engine crank shaft through the gears 34, 36. However, the amount of fuel so injected is regulated in predetermined ratio to the mass rate of intake airflowV by the fuel metering unit |44 and by the metering jets in the fuel control body |50.

Water will not beadmitted to the engine so long as the solenoid valve 286 is in its left-hand position as shown in Fig. 2 even though the pump 2li) and motor 2|2 are turned on. This is because the pressure in chamber 242 is then equal to blower throat pressure which is considerably less than metered fuel pressure (metered fuel pressure is held substantially constant by discharge valve 58) and therefore the regulated pressure in chamber 244, which is referenced to the pressure in chamber 242, never becomes high enough to open the check valve 224. Since valve 224 remains closed no water will ow to the engine and there will be no pressure drop across the orifice 226 and the pressure in chamber 245 will be the same as in the metered water line 256. The pressure in chamber 245 is therefore the same as the pressure in chamber 249 when there is no flow through the orice 246 and consequently the enrichment valve 230 will be held-in the closed position by the spring 232. The same is true of the control valve 210; spring 212 will hold this valve closed when there is no flow through orifice 226 and consequently no pressure differential across the diaphragm 213.

As soon as the solenoid operated valve 206 is shifted to its right-hand position by closing of the manually operated switch 285, the pressure in chamber 242 acting on the upper diaphragm 236 is immediately increased to the metered fuel pressure on the downstream side of the orifices 229, 228. The pressure in chamber 244, which as stated above is referenced to the pressure in chamber 242, therefore increases by an amount equal to the pressure increase in chamber 242 (valve 282 functions so that when pump 2|0 is running the pressure in chamber 244 is at all times greater than the pressure in chamber 242 by an amount determined by the pressure differential between chambers 240 and 238, or the blower pressure rise).

When thel blower pressure rise increases .to a sufficiently high value the pressure in chamber 244 becomes greater than the metered water pressure in chambers 242 and hence 241 by an amount sufficient to overcome the force of spring 22?, thereby opening the automatic admission valve 224 so that the pressure in chamber 245 becomes equal to the pressure in chamber 244 and permitting water to flow to the engine. The rate of water ow (as indicated at point A in Fig. 3) is determined by the preselected flow capacity of jet 229 and by the pressure differential across the jet, which, as indicated above, is determined by the blower pressure rise.

As the water metering pressure differential across the jet 226 and across the diaphragm 23| increases to a predetermined value (illustrated at point B in Fig. 3) the valve 230 will be opened against the force of spring 232 to further increase the rate of flow (to the point C in Fig. 3) by providing an additional flow through the enrichment valve 230 and the jet 228.

A similar action takes place in connection with the control valve 210. At a predetermined water metering pressure differential across diaphragm 213, the valve 210 is opened against the force of spring 212 and admits inlet water pressure from the chamber 243 to the transfer lines 292, 294 thereby closing the derichment valve |56 (Fig. 2) to decrease the fuel mixture strength and resetting the boost control 300 to provide an increased maximum manifold pressure. Spring 212 is preferably so chosen that this action takes place at the time the pressure in chamber 245 increases from metered to unmetered water pressure as a result of the opening of admission valve 224.

It is to be understood that the invention is not limited to the specific embodiment herein illustrated and described, but may be used in other ways without departure from its spirit as dened by the following claims.

I claim:

1. In combination with an engine having a supercharger. means for supplying water to the engine including a water supply line, Iand means responsive to the pressure rise across the supercharger for directly controlling said water sunplying means, said means including a diaphragm connected to a water pressure control valve in said water supply line.

2. In an engine having a combustion air induction passage, an air compressor in said passage, and means controlled by a fluid pressure differential created by said compressor for introducing water into the combustion air, said means including la diaphragm connected to a balanced water pressure control valve.

3. Apparatus according to claim 2, including Venturi means in said passage for establishing a second iluid pressure differential which is a measure of the rate of ow of combustion `air to the engine, and means controlled by said second fluid pressure differential for introducingV fuel into the combustion air.

4. In combination, an air passage having an air compressor therein, means for introducing Ia coolant fluid into said yair passage including a coolant supply line, and means subjected to uid pressures on both the inlet and outlet sides of said compressor for directly regulating the flow of said coolant iluid, said means including a diaphragm connected to a coolant pressure control valve in said coolant supply line.

5. Apparatus according to claim 4, including a throttle valve for regulating said blower inlet fluid pressure. v

6. In combination with an aircraft engine supercharger, an anti-detonant injection apparatus, an anti-detonant supply, a pump for supplying anti-detonant fuel to said apparatus under pressure, and means for actuating said apparatus to control the flow of anti-detonant in accordance with variations in the fluid pressure difference between the inlet and outlet of said supercharger, said apparatus including an anti-detonant now controlling valve connected to a diaphragm subjected to the pressure rise directly across said supercharger.

7. A combination according to claim 6, in which said apparatus includes means controlled by the pressure of the anti-detonant at a point located downstream of said valve for changing an engine operating condition such as fuel-air ratio.

8. A combination according to claim 6, in which said apparatus includes an automatically operative valve located downstream of said flow controlling valve forrpreventing the flow ofantidetonant to the engine except when said supercharger pressure rise exceeds a predetermined value.

9. In an engine having a combustion chamber and a supercharger for supplying combustion airr thereto, means for supplying liquid fuel to said engine, means for supplying a combustion modifying liquid to said engine, means for discharging at least one of said liquids into the combustion air within said combustion chamber, means responsive to variations in the rate of flow of said 10V combustion air for regulating the flow of one of said liquids, and means responsive to variations in combustion air pressure on the outlet side of said supercharger for directly controlling the ilow of the other of said liquids.

l0. In an engine having a combustion chamber and a supercharger for supplying combustion air thereto, means for supplying liquid fuel to said engine, means for supplying a combustion modifying liquid to said engine, means for discharging at least one of said liquids into the combustion air within said combustion chamber, means responsive to variations in the rate of flow of said combustion air for regulating the ilow of one of said liquids, and means responsive to variations in combustion air pressure on the inlet side of said supercharger for directly controllinCT the flow of the other of said liquids.

l1. In an engine having la combustion chamber and a supercharger for supplying combustion air thereto, means for supplying liquid fuel to said engine, means for supplying a combrstion modifying liquid to said engine, means for discharging at least o-ne or? said liquids into the combus tion -air within said combustion Chamber, means responsive to variations in the rate of flow of said combustion air for regulating the flow of one of said liquids, and means responsive to variations in combustion air pressure on both the inlet and outlet sides of said supercharger for directly controlling the flow of the other of said liquids.

12. A flow regulator comprising a pressure regulating Valve connected in series with a ow metering orice andv actuated by a diaphragm subjected to a controlling fluid pressure differential and by a pair of diaphragms subjected respectively to the fluid pressure on the downstream side of said orice and to the regulated fluid pressure on the downstream side of said valve in which the ow from said valve to said orifice is automatically controlled by means responsive to said regulated pressure.

13. A regulator according to claim 12, in which said last named means is actuated in accordance with variations in said regulated pressure relative to the pressure on the downstream side of said orifice.

SAMUEL S. FOX.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,392,565 Anderson etal Jan. 8, 1946 2,397,984.V Schorn Apr. 9, 1946 2,431,590 Smith Nov. 25, 1947 

